Elevator control system



Richard w. Jons.

R. W. JONES ELEVATOR CONTROL SYSTEM Filed NOV. 27, 1954 Jan. 4, 1938- Ca/B41110 33 3 WITNESSES:

Jan. 4, 1938. w, JONES 2,104,522

ELEVATOR CONTROL SYSTEM Filed Nov. 27, 1934 9 Sheets-Sheet 4 WITNESSES:

INVENTOR Ric/7am 14 Jones.

' 19,4 BY L/Lfl v %QNEY Jan. 4, 1938. R. w. JONES 2,104,522

ELEVATGR CONTROL SYSTEM Filed Nov. 27, 1934 9 Sheets-Sheet 5 Ell/P5 INVENTOR A ia/50rd 14/. Jones.

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AT NEY 7 Jan. 4, 1938. R. w. JONES ELEVATOR CONTROL SYSTEM 9 Sheets-Sheet 7 Filed Nov. 27, 1934 INVENTOR Richard W Jones.

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WITNESSES:

' Jan. 4, 1938. R. w. JONES ELEVATOR CONTROL SYSTEM Filed Nov. 27, 1934 9 Sheets-Sheet 8 INVENTOR Ric/20rd W Jones.

ATT NE! WITNESSES:

Patented Jan. 4, 1938 UNITED STATES PATENT OFFICE ELEVATOR CONTROL SYSTEM Application November 27, 1934, Serial No. 754,987

45 Claims.

The present invention relates to systems of control for electric elevators and more particularly to such systems in which a number of olevator cars operating together as a bank are controlled by passenger operated push buttons located at the various floor landings.

Several systems have been developed in which push buttons located at the various floors of the building are efiective to cause the stopping of one or more of the elevator cars which serve the corresponding floors. In certain of these systems, the push. buttons at the floor landings are associated with all of the cars of the bank and cause the stopping of a selected one of such cars upon its approach to the corresponding floor, traveling in the corresponding direction. In others, push buttons individual to each car are located'at the floor landings, and operation of any button is eifective to stop only the corresponding car as disclosed in the copending application of Edgar M. Bouton and William F. Eames, Serial No. 688,784, filed September 9, 1933, and assigned to the Westinghouse Electric Elevator Company, now Patent No. 2,066,906.

The systems in which the push buttons are associated with all of the cars have been alternatively arranged so that operation of the button registers a call which is available to any of the cars of the bank, but which is not appropriated to any particular car until one of the cars approaches within a certain distance of the corresponding floor; or so that operation of any button registers a call which is immediately appropriated to a particular car, usually the car which is nearest the corresponding floor at the time the call is registered. These alternative arrangements are disclosed respectively in Reissue Patent No. 18,967 granted to Edgar M. Bouton, November 7, 1933 and assigned to the Westinghouse Electric and Manufacturing Company and in the copending application of William F. Eames, Serial No. 760,257, filed November 29, 1933, now Patent No. 2,066,930, and assigned to the Westinghouse Electric Elevator Company. i

In the operation of each of the systems mentioned above, there is a tendency for the several elevator cars to distribute the building tralfic unevenly, and, in the taller building, for the cars to become bunched together and thus disrupt the intended spacing between the cars.

These systems also tend to provide better serv ice at certain floors than at others, particularly during the noon and evening rush periods at which times a relatively large number of calls are registered at practically all floors of the building within a relatively short period of time. At such rush periods each elevator is filled to capacity by a relatively few stops, perhaps three or four. Each car is usually required to make these few stops at the upper floors and so passes the lower floors Without stopping. Because of the frequency with which calls are registered, it has been found that the next car of the series is also filled to capacity by three or four stops at upper floors and so passes the lower floors without stopping. In the operation of these systems, therefore, the response to calls registered from lower floors of the building is delayed until most of the traific from the upper floors has received attention.

In accordance with the present invention, the number of stops which each car shall make in the course of a trip is predetermined, and the several stops are determined by the order in which the calls are registered. The limitation as to the number of calls to which a car responds tends to make the spacing between cars more uniform, and to equalize the trafiic distribution between the cars. The feature of determining what stops a particular car shall make in accordance with the order in which calls are registered prevents intending passengers at upper floors from monopolizing the elevator cars during rush periods, and tends to make the service given to all floors more uniform.

The present invention is illustrated as applied to a system in which push buttons at the landings may be selectively connected to control any one of the cars of the bank. Operation of any button registers a call which is immediately appropriated to the car nearest the corresponding floor traveling in the corresponding direction or, in the event no cars are approaching that floor from such corresponding direction to the leading car traveling in the other direction. These registered calls prepare circuits which cause the car to which they are appropriated to stop at the corresponding floors.

These registered calls also control mechanism which may be called the quota mechanism. As 50 soon as a particular car has appropriated to it a certain number of registered calls, the quota mechanism operates to prevent receipt by that car of further calls.

The calls which are to be included in a particular cars quota are determined by the relative times of registration of the calls in the zone for that car. Accordingly, the calls entering a given cars quota are distributed throughout the building and include calls for the lower floors of the building, as well as for the upper floors.

In accordance with the preferred embodiment of the present invention, the quota mechanism, after having been operated, remains in operated condition until the corresponding car reaches a terminal floor. Also the quota is automatically adjusted throughout the day by mechanism which responds to the number of unanswered calls which exist at any particular time.

In certain instances, it has been found desirable to provide separate up and down quota mechanisms so that a particular car may receive, on any particular trip, one quota of up calls and a separate quota of down calls. In the illustrated embodiment, however, a single quota mechanism for each car is provided which is affected by both up and down calls, regardless of the relative number of up and down calls which may be included in such quota.

The quota mechanism may be alternatively arranged to operate as soon as the required number of calls have been appropriated to the corresponding car, although some of such calls may have been answered prior to registration of certain of the required number; or, to operate only in the event that the corresponding car has appropriated to it the required number of unanswered calls.

It is accordingly an object of the present invention to provide an elevator control system in which the number of calls to be answered by a particular car may be predetermined.

A further object of the present invention is to provide such a system in which, after a car has responded to a certain number of calls, response thereof to other calls is prevented.

It is a further object of the present invention to provide such a system in which response to further calls is prevented either until a particular car reaches the terminal floor or until all or part of its quota of calls has been responded to.

A further object of the present invention is to provide such a system in which the number of calls included in the quota for a particular car may be adjusted in accordance with varying traffic conditions.

Other objects and advantages of the present invention appear in the following description and appended claims.

Referring to the drawings,

Figure 1 is a diagrammatic illustration of cer tain of the mechanical elements which may be used in the practice of the present invention,

Figs. 2, 3, l, and 5 jointly illustrate a complete control system for two cars arranged in accordance with the present invention. These figures may conveniently be placed one above the other, in the order mentioned, with Figure 2 at the top; and,

Figs. 6, '7, S, and 9 are key sheets intended as a guide in locating operating coils and contact members shown on Figs. 2, 3, 4, and 5, respectively, and show the mechanical relationship be tween any operating coil and the contacts associated with it. In Figs. 6 through 9 all coils and contact members are given the same horizontal positions on the sheets as the corresponding contact members shown in Figs. 2 through 5, respectively.

The reference characters also serve as a guide to the relation between coil and contacts. For example, coil IUR operates contacts IURI, IURZ, IURB, etc.

Except where otherwise specified, in the following description, each of the relays or switches shown in the drawings, is of the usual electromagnetically operated type, comprising an operating electromagnet and a cooperating contact-carrying armature. Throughout the drawings, the contact members are shown in the position occupied thereby when the corresponding switch is in the deenergized condition. Contacts open under these conditions are illustrated by two short and slightly spaced segments, and contacts closed under these conditions are illustrated by a small circular element having a short straight line drawn through the center.

Description of apparatus The system illustrated in the drawings is arranged for controlling two cars A and B. The control systems individual to the two cars are identical and corresponding elements in each are given similar reference characters, except that for car 13, each reference character is given a prefix B.

The control systems illustrated for the respective cars are of the type in which the car is started by means of a manually operable switch on the car and thereafter continues in operation until a stop is initiated either in response to operation of an associated car button or in response to a hall button. The particular motor control systems employed form no part of the present invention, but have been illustrated, in Fig. 2, as being of the variable voltage or Ward- Leonard type, utilizing inductor switches to initiate the slow-down and stopping operations.

Referring to the left-hand half of Fig. 2, the control system for car A comprises a motor H), the armature of which is connected in series with the armature of a generator I Motor I0 is provided with a field winding 12, which for purposes of description, has been illustrated as directly connected across two line conductors marked and Generator II is provided with a separately excited field winding l3, the polarity and degree of excitation of which may be selectively controlled by means of up and down reversing switches U and D, and a speed switch V, to thereby control the direction and speed of motor In. The usual electromagnetically released spring applied brake I4 is associated with motor H1. The system preferably embodies some form of speed regulating mechanism to render the operating speed of motor I0 substantially independent of the load on the elevator car, and this mechanism, for convenience, has been illustrated as comprising a cumulative series field winding 15 associated with generator ll.

Reversing switches U and D, and speed switch V are controlled in starting by means of a master switch MS, carried on the car as shown in Fig. 1 and having up contacts MSU and down contacts MSD. These switches are controlled during slowdown and stopping by means of a slow-down inductor switch E and a stopping inductor switch F, both of which are carried upon the elevator car.

Inductor switches E and F are preferably of the type disclosed in Patent No. 1,902,602, granted March 21, 1933 to Williams et a1. and assigned to the Westinghouse Electric Elevator Company. As there described, and as shown diagrammatically in Fig. 1, each inductor switch comprises an electromagnet and two contact-carrying armatures disposed in the magnetic circuit thereof. The arrangement of the switch is such that energization of the electromagnet has no immediate effect upon the positions of the associated armatures. When, however, the switch is moved into the region of a magnetizable plate associated with either armature, that armature moves to a con tact-opening position. Preferably also, the armature remains in the contact-opening position, after having been initially moved thereto, as long as the electromagnet remains energized, even though the switch is moved out of the region of the plate.

Inductor switch E is provided with an up armature El and a down contact armature E2, and inductor switch F is provided with corresponding up and down armatures Fl and F2. An in ductor plate UE for each intermediate floor and the upper terminal floor is associated with armature El, and a corresponding inductor plate DE individual to each intermediate floor and the lower terminal floor is associated with armature E2. An inductor plate UF for each intermediate floor and the upper terminal floor is associated with armature Fl, and an inductor plate DF for each intermediate floor and the lower terminal floor is associated with armature F2. A single complete set of such plates is illustrated in Fig. 1.

The inductor plates associated with switch E are located in the hatchway in such position as to cause an operation of the corresponding armature when the car reaches the slowdown points for the respective corresponding floors, traveling in the corresponding direction, and the plates associated with switch F are located in the hatchway in such positions as to cause an operation of the corresponding armature just before the car reaches the respective floors, traveling in the corresponding direction.

Referring again to Fig. 2, the coils of inductor switches E and F are arranged to be controlled by means of a stopping relay T, a holding relay G, and an auxiliary control relay M. Relay T, in turn, is arranged to be selectively operated as the car approaches floors for which the calls are registered in response to manually closable buttons 20, 3C and 40, which are located upon the car, and one of which is provided for each intermediate flocr, or in response of contacts iURl, etc., of the floor relays, later described. Contacts IUPl, 3DPl, etc., on a series of car position relays, later described, commutate the operating circuits for relay T as the car approaches the several floors, traveling upwardly or downwardly.

Referring to Fig. 3, each car is provided with an up floor relay i'or each intermediate floor and the lower terminal fioor, and with a down floor relay for each intermediate floor and the upper terminal floor. Each floor relay comprises an operating coil and a resetting coil. The relay is rranged to move to the actuated position upon energization of the operating coil and to resume the deenergized position upon energization of the resetting coil, which acts to magnetically oppose the effect of the operating coil.

The drawings illustrate a system arranged for three intermediate floors, and upper and lower terminal floors, and the up floor relay operating coils for car A, are designated IUR, 211R, 3UR and 4UR. The down floor relays operating coils for car A are designated 2BR, SDR, 4DR and BR. The resetting coils for these floor relays are shown immediately below the corresponding operating coils and have the same reference charactors with the sufiix C. The corresponding operating and resetting coils for the floor relays associated with car Bare shown in the right-hand side of Fig. 3 and have the same reference characters as those associated with car A, with the prefix B.

As shown in Fig. 3, the floor relays for cars A I and B are connected in parallel for actuation by push buttons corresponding to the various floor landings, the up floor buttons being designated IUF, ZUF, 3UP and 4UP, and the down floor buttons being designated Z'DF, SDF, 4D? and 5DF. The connections between the push buttons and the floor relay operating coils include con tacts 5D'Yl, Bl DYl, lUYl, diDYl and BQDYI, etc., of the son relays associated respectively with cars A and B, and also include selective resistors 5RD, 6RD, etc., the purpose of which is later described.

As is more fully described hereinafter, the zoning relay contacts SDYI, 'lDYl, etc., deter mine to which of the cars or" a bank a particular registered floor call shall be appropriated.

The circuits for the operating coils SDY, lDY, etc., associated with contacts fiDYl, lDYl, etc., for car A, are shown in Fig. l. Referring to Fig. 4, the up Zoning relay coils, one of which is provided for each intermediate floor and the lower terminal flOill' are designated lUY, ZUY, 3UY and lUY, the down Zoning relay coils, one of which is provided for each intermediate floor and the upper terminal floor are designated ZDY, SDY, AD! and EDY. The construction of the zoning relays is such that there is a slight time delay in their drop out to prevent fluttering of these relays on successive enereization and deenergization of selecting relays S and BS. This time delay may be provided by using a short circuited turn. around the armature, as illustrated in Fig. 8 of the drawings. Other cars of the bank are similarly provided, the corresponding circuits for car B being shown at the right side of Fig. 4.

The individual zoning relays respond to a series of common Zoning relays, also shown in Fig. l, of which there is one up relay for each intermediate floor and the lower terminal floor, and a down relay for each intermediate floor and the upper terminal floor. The up common zoning relays are designated lUX, 'ZUX, SUX and 4UX, and the down common Zoning relays are designated dDX and EDX. The common zoning relays respond directly to the positions of the respective cars of the bank, as illustrated by the parallel connected contacts of car position relays of both cars A and B in the circuits thereof.

Referring to 5, the quota relay coils Q and BQ are connected for energization through resistors l6 and Elli, parts of each of which may be short-circuited by contacts EDRS, JDRA, etc., associated with the door relays for the corresponding car. As is described hereinafter, appropriation of a call to any particular car results in operation of a corresponding floor relay. The resistors l6 and Bit accordingly are so related to the value of current required to operate the quota relays and BQ that an operation thereof is caused upon closure of the number of floor relay contacts which represents the predetermined quota of calls. As also shown in Fig. 5, the quota relays are arranged to be reset each time the corresponding car reverses its direction of travel, by means of contacts W5 and X5 and BW5 and 3X5, associated with the directiondetermining relays for cars A and B, respectively.

Preferably also, the quota of each car is arranged to be automatically adjustable in accordance with varying trafric requirements. As illustrated in Fig. 5, a quota varying relay QR, common to all the cars of the bank, is provided for this purpose. Resistor !8 connected in series with relay is subject to control by contacts on all of the floor relays associated with all of the cars in the bank. The excitation of relay QR accordingly is a measure of the number of unanswered calls at any given time. At a predetermined value of excitation relay QR operates, and by means of contacts QRE and QRE, associated with the circuits for relays Q and B9,, respectively, varies the number of calls 'equired to operate these relays. Only a single step of such automatic adjustment has been illustrated but such adjustment of course be provided in a plurality of separte steps.

Referring further to Fig. 5, the car selecting relays S and BS shown at the top of the diagram are provided to supplement the action of the common zoning relays under conditions where two or more cars are standing at the same floor. Relays S and BS respond directly to the positions of the corresponding cars, through contacts 5DP5, 4131 5, etc, associated with the car posi tion relays. Both relays S and are connected in parallel branches of a circuit having a common portion which includes a selective resistor ESRD, lSRU, etc. The arrangement is such that the selectin relays normally are energized, but are momentarily deenergized as the car passes transfer points between iioors. The values of the selective resistors are such that if two or more selecting relay circuits correspond ing as to floor, are simultaneously completed, none of the selecting relays operate, or if one or more additional selecting relay circuits are completed corresponding to a floor for which a selecting relay circuit is already complete, such additional selecting relays do not operate. selecting relay associated with the already complete circuit remains in the operated position, however. A manually o erable dispatchers button is associated with each selecting relay, for operation in the event that two or more cars are standing at the same landing with none of the selecting relays in operated condition. Operation of a. dispatchers button short-circuits a corresponding section of resistance and causes operation of the selecting relay for that car.

As also sh wn in Fig. 5, each car of the bank is provided with a set of floor lanterns individual to it, there being an up floor lantern for each of the intermediate floors, and the lower terminal floor, and a down floor lantern for each of the intermediate floors and the upper terminal floor. The floor lanterns for car A are designated lUL, EDL, etc, and the lanterns for car B are similarly designated but have a prefix B. Each floor lantern is arranged to be illuminated through either of two circuits, one of which is controlled by a corresponding floor relay contact for the The same floor, and the other of which is arranged to be controlled by a car position relay contact for the same floor and a contact on the auxiliary control relay M. The former circuit causes the lighting of a floor lantern to occur as soon as a particular floor call is appropriated to one of the cars. The latter circuit causes a floor lantern to light at the time the car stops at the corresponding floor, in response, for example, to a call registered on one of its own car buttons.

The circuits for controlling the previously mentioned car relays, are shown in Fig. 4, car A being provided with an up car position relay for each intermediate floor, and the lower terminal floor, designated lUP, 2UP, etc., and a down car position relay for each intermediate floor and the upper terminal floor, designated ZDP, 3DP, etc. Car B is similarly provided.

The car position relays for each car are caused to respond directly to the position and direction of movement of the associated car by means of a floor selector which may be of any conventional type. As illustrated in Fig. 1, each floor selector 2c comprises a. stationary panel 2|, to which are attached a row of up segments and a row of down segments. The up row includes one segment for each intermediate floor and the upper terminal floor designated respectively 2a, 3a, 4a and 5a, and an auxiliary segment la. for the lower terminal floor. The down row includes one segment for each intermediate floor and the lower terminal floor, designated lb, 22), and 5b, and an auxiliary segment 52) for the upper terminal floor. Floor selector 2% also comprises a scre'-.v-driven cross-head 22, which carries brushes a and b for cooperation with the up and down rows of segments, respectively. Cross-head 22 is reciprocated by screw 23 and is also mounted for a limited amount of rotation with it. With this latter arrangement, during upward travel of the car, the cross-head brush a engages its associated up segments but brush 1) does not engage its associated down segments, and, during downward movement, brush 1? engages its associated down segments, and brush a does not engage its associated up segments. Brushes a, and b are preferably spring mounted, so that upon a reversal of direction, a se ment in the row corresponding to the reverse direction of travel is engaged just before a segment in the other row is disengaged. Shaft 24 and a suitable reducing gear unit 25 are arranged to rotate screw 23 in response to movement of the elevator car.

The spacing of the segments is such that a brush engages a segment for a particular floor just after the car leaves the preceding floor, and remains in engagement therewith until the car has moved a similar distance past the particular floor. The brush dimensions are such that a segment for one floor is engaged just before the segment for a preceding floor is disengaged, the period during which two segments are engaged being preferably just long enough to permit the succeeding relay to assume the energized position before the preceding relay resumes the deenergized position.

Description of operation For convenience in the following description, the various relays and switches individual to car A and those common to all cars of the bank are identified as follows. As previously mentioned, the control systems for cars A and B are identical and the relays and switches individual to car B are given the distinguishing prefix B.

Individual to Car A:

-Up car position relays Down car position relays ZUR 3UR 4UR -Up floor relays I UY Down floor relays -Up zoning relays 20 3C Car buttons Common to all cars IUF ZUF 3UF 4UF ZDF 3DF 4DF 5DF IUX ZUX 3UX 4UX 2DX 3DX 4DX 5DX QR Quota varying relay The operation involved in starting either car and the response thereto to the associated car buttons is as follows. Referring particularly to the control system for car A, Fig. 2, with the car standing at an intermediate floor, either up direction relay W or down direction relay X, and a corresponding car position relay are energized, depending upon the direction from which the -Down zoning relays -Up hall buttons -Down hall buttons -Up common zoning relays -Down common zoning relays 5 car approached such intermediate floor. Certain of the zoning relays are also energized under such conditions, the operation of which is described later.

Assuming that the car is standing at the second floor and that it approached such floor traveling upwardly, up direction relay W (Fig. 2 is energized, the circuit therefor including contacts D6 of the down reversing switch, which are now closed since the car is at rest, and interlock contacts X I of the down direction relay, which are now closed. Up direction relay W being energized, its contacts Wi are open, and its contacts W2, W3, W4 and W5 are closed. Contacts WI, Fig. 2, prevent energization of the coil of down direction relay X. Contacts W2, W3 and W4, of Fig. 2 connect car buttons 40, 3C and 20, respectively, to contacts on the up car position relays in preparation for up direction travel. Contacts W5 are associated with the quota relay circuits in Fig. 5, the operation of which is described later.

With the car standing at the second fioor and having approached such floor traveling upwardly, up second floor car position relay 2UP (Fig. 4) is energized since brush a is in engagement with segment 2a. Up car position relay 2UP being operated, its contacts 2UPI, 2UP2, 2UP3, 2UP4, 2UP5 and 2UP! are closed, and its contacts ZUPB are open. Contacts ZUPI prepare a stopping circuit for stopping relay T in Fig. 2. Contacts 2UP2, 2UP3, 2UP4 and 2UP5 are concerned with the response to hall calls, which is described later. Contacts ZUPT, in Fig. 5, complete a circuit for the up second floor lantern ZUL, the lighting of which informs any intending passengers that car A is at the second floor conditioned to travel upwardly. The circuit for up lantern ZUL also includes contacts M3, which are closed, since the car is at rest, and contacts 2DP6 associated with the down car position relay, which are closed at this time. lhe opening of contacts 2UP6 prevents completion of a circuit for down second floor lantern ZDL in Fig. 5, to meet an operating condition described later in connection with the response to hall calls.

Starting operations To start the car upwardly up master switch contacts MSU, (Fig. 2) may be closed to thereby complete a circuit for the coil of up reversing switch U and the coil of auxiliary control relay M. This circuit is controlled by contacts 26 on the elevator car gate, as well as by contacts on the hatchway doors, which, for convenience, have been illustrated as represented by a single contact 27. The car accordingly cannot be started unless the gate and all doors are closed. This circuit also includes the up contacts Fl of the stopping inductor switch F, which are now closed.

Up reversing switch U upon operation closes contacts Ul, U2, U3, U4 and U5, and opens contacts U6, all of which are shown in Fig. 2. Contacts UI and U3 complete a circuit for field winding l3 of generator H, which includes resistor 30. Upon completion of this circuit, generator I I applies a relatively low voltage to the armature of motor ll], of proper polarity to cause motor I0 to move the elevatorcar upwardly at low speed. Contacts U2 complete a circuit for the release coil of the electromagnetic brake i 4, which accordingly releases, permitting motor I0 to start upwardly at low speed. Contacts U4 complete a circuit for the coil of speed switch V which also 7 includes now closed up contacts El of slowdown inductor switch E. Switch V accordingly operates closing contact Vl in parallel with resistor 35, and opening contacts V2 in the circuit of stopping inductor switch coil F. The latter operation has no effect at this time, but the short circuiting of resistor 30 increases the excitation of field winding l3 and causes motor l5 to accelerate to full speed. Contacts U5 complete a self-holding circuit for reversing switch coil U, so that up master switch contacts MSU may be opened without eifect. The opening of contacts U5 has no effect, since, as previously mentioned, up direction relay contacts Wl are also open at this time.

In Fig. 2, the completion of the reversing circuit for generator field winding l3, the release of brake i l and the closure of accelerating contacts VI, are illustrated as occurring substantially simultaneously. It will be understood that in practice these operations occur sequentially.

Upon operation, auxiliary control relay M closes contacts Ml and opens contacts M2 and M3. Contacts Ml (Fig. 2) prepare the circuits for inductor switch coils E and F. Contacts M2 (Fig. 3) are concerned with the response to hall calls described later. The opening of contacts M3 (Fig. 5) interrupts the previously described circuit for the second floor up lantern 2UL, extinguishing this signal.

Response to can buttons Upon completion of the above-described circuits, car A continues to travel upwardly until it approaches a floor for which a call is registered. Shortly after car A leaves the second floor, brush a of the floor selector engages segment 3a, completing a circuit for up car position relay 3UP, and shortly thereafter disengages segment 2a, interrupting the previously described circuit for up car position relay 2UP.

Relay 3UP upon operation closes contacts SUPl, 3UP2, 3UP3, 3UP4, 3U'P5 and 3UPl and opens contacts 3UP5. These contacts have the same effect as the corresponding contacts of up car position relay 2UP, with the exception that closure of contacts 3UP! does not complete the associated floor lantern circuit shown in Fig. 5, since contacts M3 are now open.

If no car call or hall call is registered for the third floor, car A moves upwardly past this floor without stopping. If, however, third floor car button 30 is closed at any time prior to the arrival of the car at the slowdown point for the third fioor, the car is caused to stop in response thereto. The car buttons are arranged to be manually closed and preferably are retained in the closed position by retaining coils associated therewith, and which, while ineffective to move the corresponding button to the closed position, are effective to maintain it in that position after manual closure. The retaining coils for the car buttons are shown at the bottom of Fig. 2, and designated Car button coils.

Assuming car button 30 is closed, the contacts thereof in conjunction with contacts W3 and 3UPl cause completion of a circuit for the coil of stopping relay T. Stopping relay T upon operation closes contacts Tl, completing two parallel circuits in Fig. 2, for the coils of slowdown inductor switch E and holding relay G, contacts Ml being closed at this time. Relay G in turn closes contacts Gl completing a holding circuit for coils E and G.

As previously mentioned, the energization of coil E is without immediate effect. When, however, the up armature associated with slowdown inductor switch E is brought opposite a cooperating inductor plate UE, which occurs when the car reaches the slowdown point for the third floor, contacts El open (Fig. 2) deenergizing the speed switch V.

Speed switch V accordingly reopens contacts VI to reinclude resistor 30 in the circuit of generator field winding l3 initiating the slowdown; and closes contacts V2 to complete the circuit for the coil of stopping inductor switch F.

As car A, now traveling at reduced speed, reaches a point slightly in advance of the third floor, the up armature associated with inductor switch F is brought opposite a cooperating inductor plate UF and contact members Fl are opened, interrupting the previously described circuit for up reversing switch and auxiliary control relay M.

Up reversing switch U accordingly opens its contacts Ul, U2, U3, U4 and U5 and recloses contacts U5. The opening of contacts Ul, U3 and U2 interrupts the circuit for field winding l3, and the coil of brake M, respectively, bringing the car to rest at the third floor. The opening of contacts U4 and U5 has no effect in view of the previous operation of inductor switch contacts El and Fl. The reclosure of contacts U6 has no effect, since contacts Wl are still open.

Upon interruption of the circuit for the coil thereof, auxiliary control relay M opens contacts Ml and recloses contacts M2 and M3. The opening of contacts Ml in Fig. 2 deenergizes the coil of inductor switches E and F and holding relay G, in response to which contacts Gl reopen without effect, and contacts El and Fl of the inductor switches reclose without eifect. Closure of contacts M2 is concerned with the resetting of operated floor relays, later desecribed. Closure of contacts M3 in Fig. 5 completes the circuit for up floor lantern 3UL, since, as previously mentioned, car position relay contacts 3UP! and 3DP1 are now closed. It will be noted that this latter circuit remains complete as long as the car remains at the third floor conditioned to travel upwardly.

The car may again be started upwardly in the manner previously described. As an incident to the departure of the car from the third floor, up lantern 3UL in Fig. 5 is extinguished by the opening of contacts M3. The car may also be stopped at the fourth floor in response to closure of the fourth floor button 4C, which is arranged to complete a circuit for stopping relay T through contacts of the up fourth floor position relay 4UPl. Upon operation of relay T, the stopping operation is as previously described.

In the illustrated embodiment, the fifth floor is considered the upper terminal floor and a stop at that floor is accomplished in the manner previously described with the exception that the fifth floor circuit for relay T is completed directly by closure of car position contacts EDPI which occurs, as previously mentioned, just after the car leaves the fourth floor traveling upwardly. As an incident to the stopping operation at the fifth floor also, contacts M3 complete a circuit for the down fifth floor lantern 5DL, which includes car position relay contacts 5DP8.

In the course of the slow down operation for the fifth floor also, limit switch 3l is momentarily opened, deenergizing the car button retaining coils, Fig. 2, and releasing any operated car buttons. Limit switch 3l and a corresponding switch 32 for the lower terminal are preferably incorporated into the floor selector and are arranged to be momentarily operated when the car approaches the associated terminal but not when it leaves such terminal. A manual reset button 33 is provided for operation in the event the car is reversed at an intermediate floor.

The car may be started downwardly from the fifth floor by the closure of downmaster switch contacts MSD, the starting and accelerating operation being as previously described with the exception that reversing switch D operates instead of reversing switch U, contacts Di and D3 of which reverse the excitation of generator G and cause downward operation of motor I0. Contacts D2 release the brake i4, contacts D4 operate speed switch V, and contacts D5 complete a hold ing circuit for coils D and M.

The opening of contacts D5 interrupts the previously described circuit in Fig. 2 for up direction relay W, contacts WI of which reclose completing a circuit for down direction relay X and contacts W2, W3, W4 and W5 of which reopen. The opening of contacts W2, W3 and W4 has no efi'ect at this time. The opening of contacts W5 is concerned with the operation of quota relay Q later described.

Upon operation down direction relay X opens contacts XI preventing completion of a circuit for up direction relay W, and closes contacts X2, X3, X4 and X5. Contacts X2, X3 and X4 prepare circuits in Fig. 2 to enable the stopping of the car during down travel in response to the car buttons. Contacts X5 are concerned with quota relay Q, the operation of which is later described.

In the course of the starting operation from the fifth floor contacts M3 open, extinguishing the fifth floor down lantern 5DL.

As the car leaves the fifth floor traveling downwardly also, floor selector brush carriage 22 rotates slightly with screw 23 shown in Fig. l, first moving brush 5 into engagement with segment 56, and then moving brush a out of engagement with segment 5a. Segments 5a and 5b are cross-connected so that the circuit for relay 5DP is maintained during the throwover op eration. Shortly thereafter, brush 19 engages segment 4b and moves out of engagement with segment 52:.

The engagement of brush b with segment 42) completes a circuit in Fig. 4 for down fourth floor car position relay dDP, contact members lDPi, ADPZ, 4DP3, iDP l, 4DP5 and dDPfi of which close and contacts "513?"! of which open. Closure of contacts 4DPl, Fig. 2, prepares a circuit for stopping relay T. Contacts iiDPZ, 4DP3, 4DP4 and 4DP5 are concerned with the response to hall calls, described later. Contacts 4DP6 prepare a circuit for down fourth floor lantern lDL which is not completed, however, since contacts M3 are now open. The opening of contacts ADPT, also in Fig. 5, prevents completion of a circuit for up fourth floor lantern AUL, for reasons explained later.

As car A moves downwardly, the down car position relays for the various floors are succes sively operated in the manner described for the up car position relays during up car travel, each of the down car position relays functioning as just described for fourth floor down car posi tion relay EDP.

During its downward movement, car A may be stopped successively at floors in response to operated car buttons, the circuit for stopping relay T (Fig. 2) in each case including the cor responding car button contacts, contacts on down direction relay X for the corresponding floor and corresponding contacts of the down car position relay for the corresponding floor. Upon operation of stopping relay T the slow down and stopping operations are the same as described for up direction travel with the exception that down contacts E2 and F2 of inductor switches E and F operate as the car passes corresponding down inductor plates DE and DF. In the course of each stopping operation also the corresponding iioor lantern lDL, QDL, ZDL, etc. is lighted by the closure of contacts M3 in Fig. 5, and remains lighted until the car leaves the corresponding floor.

In the course or" the stopping operation the rst floor, any operated car buttons are reset by the momentary opening of limit switch 32.

As thus far described, it is seen that car A may be started upwardly or downwardly by momentary operation of the associated master switch MS, and may be stopped successively in its upward or downward travel at floors for which car buttons are operated, regardless of the order of operation of such car buttons. All operated car buttons are reset automatically at terminal landings, and may be reset manually at any point. As an incident to each stopping operation, the floors lantern for the corresponding direction of travel is lighted and remains lighted until the car leaves the floor.

Since the control systems for cars A and B are identical, the performance of car 33 is same as the above described performance of car A.

Zoning and selecting relay operation As previously mentioned, registered hall calls are appropriated to a particular car at the time they are registered, the car to which a call is appropriated being determined by the zoning and selecting relays, the operation oi which is subject to control by the quota mechanism. Re-. ferring particularly to Figs. 4 and 5, the operation of the car selecting and zoning relays is as follows:

Assuming both cars A and B are standing at the first floor, first floor up car position relay iUP for car A is energized, as previously described, and the corresponding first floor up car position relay Bill? for car B is also energized through a similar circuit. Contact members IUP5 of car position relay EUP complete a circuit in Fig. 5 for selecting relay S associated with car A, and contacts complete a corresponding circuit ior selecting relay BS associated with car 13. These circuits have a common portion which includes selective resistor ESRU the value of which, as previously mentioned, is such that when more than one of the two parallel branches are complete, the voltage available to the selecting relays is insuificient to actuate them. If, however, only one of the two parallel branches is complet the selecting relay included in branch is actuated and remains so even though an additional branch or branches are subsequently completed.

In the operation of the system, several conditions may arise under which more than one car may be standing at the same floor with none of the selecting relays operated. For example, it is usual for cars of a bank to remain at a common floor while the bank is out of service. Upon being again placed in service the selective resistor for the corresponding floor would prevent operation of the seiecting relays for each car at such fioor. Also in th application of the present invention to banks of nore than two cars, a first car may arrive, operate its associated selecting relay and prior to the departure thereof from its fioor, two or more other cars may arrive at the same floor. Under such conditions, the selecting relays for such other cars would not be operated.

The dispatchers buttons 3d B34 in Fig. 5 provide a manual means for selecting between the cars in the event two or more of such cars are standing at the same fioor with none of the selecting relays operated. Each button 34 and B35 is arranged to short circuit a section of resistance 35 or B36 in series with the corresponding selecting relay coil cause operation of that relay.

Assuming that switch in Fig. 5 is operated, selecting relay S associated with car A is energized and closes its contact Si to prepare the circuits for the zoning relays individual to car A. If car A is started upwardly, the up car position relays associated therewith successively operate as previously described.

Contacts lUP5, 2UP5, etc, of the car position relays are provided with timing mechanism to delay the losing movements thereof after energization or" the associated coil. This interval is preferably just slightly in excess of the period that the circuits for two consecutive car position relay coils are complete. With this arrangement, durin up travel contacts EUPE open before contacts EUPE close, etc., and corresponding action occurs during down travel. The arrangement for car B is the sa re. Accordingly, there is a short interval at each transfer point throughout which selecting relay S is deenergized. At the completion of each transfer, however, selecting relay S is again energized and remains so until car A reaches the next transier point. If car A is moved downwardly, the same intermittent operation of relay S is caused by the successive operation of the down car position relays.

As soon as car A leaves the first floor and deenergizes its car position I613] iUP, contacts lUPE open in Fig. 5. This causes an increase in the excitation of the coil of selecting relay BS associated with car B, which consequently operates, closing its contacts BS5 in Fig. 4, and preparing the zoning relay circuits of car B. During upward and downward travel of car B relay BS functions in a manner just described for relay S.

If car A returns to the first fioor while car B is still standing at that fioor, reclosure of contact members lUP5 on the first floor car position relay for car A again completes the circuit for selecting relay S, but operation thereof is prevented by the selective resistor lSRU for the first floor, as previously described. Similarly, if either car A or car B arrives at any other floor, at which another car is already standing, operation of the selecting relay for such second car is prevented by the selective resistor for the corresponding floor.

Contact members lUPS, EUPB, etc. of the car position relays for car A are connected directly in parallel with corresponding contact members on the car position relays associated with all other cars in the bank, in this case with car B, and control the circuits for the common zoning relays. With this arrangement, as car A moves upwardly, it successively operates the common zoning relays, the circuit for one common zoning relay being completed just prior to interruption of the circuit for a preceding zoning relay. Corresponding operation of the down zoning relays is effected by car A during downward travel. Corresponding operation of these relays is also caused by up and down travel of car B.

Each common zoning relay is provided with a contact for each car in the bank. Zoning relay contacts lUXl, ZUXI, 3UXI, etc. in conjunction with contacts IUP4, 2UP4, etc. on the car posiiton relays for car A, control the zoning relays for car A. Zoning relay contacts IUXZ, ZUXZ, etc. in conjunction with contacts BIUP4, B2UP4, etc. on the car position relays individual to car B, control the zoning relays for car B.

Assuming again that both cars A and B are standing at the first floor, contacts IUP4, on the first floor car position relay for car A are closed, and corresponding contacts BIUP4 for car B are closed. The latter contacts are without effect, however, if it is again assumed that selecting relay BS for car B is not operated and that contacts BS! thereof are open. If, as in the previous example, selecting relay S for car A is caused to operate, contacts SI thereof close, completing a circuit for all of the individual zoning relays IUY, ZUY, 3UY, 4UY, ZDY, 3DY, DY and 5DY with car A. The circuit for relay IUY includes contacts Si and IUP4. The circuit for relay ZUY includes an additional common zoning relay contact 2UXI. The circuit for relay 3UY includes a further zoning relay contact 3UXI and the circuits for the remaining individual zoning relays include further contacts on the common zoning relays.

As later described, operation of any individual zoning relay causes any hall call for the corresponding floor and direction to be appropriated to the car associated with the operated individual zoning relay. With both cars A and B at the first fioor, therefore, and A the selected car, any up or down hall call registered at any fioor of the building is appropriated to car A.

As car A leaves the first floor, second floor up car position relay 2UP is energized and shortly thereafter first fioor car position relay lUP is deenergized. Selecting relay S is momentarily cleenergized during this transfer period through the sequential operation of contacts IUP5 and 2UP5. The opening of contacts lUP3 is without effect since parallel connected contacts B|UP3 for car B are still closed. Closure of contacts 2UP3 completes a circuit for second floor up common zoning relay ZUX, contact members ZUXI and 2UX2 of which open. The opening of contacts ZUXI in conjunction with the opening of contacts IUP4 deenergizes first floor individual zoning relay IUY for car A, excluding first fioor up calls from the zone for car A. The opening of contacts 2UX2, in conjunction with already open contacts lUXZ of the first i'loor common zoning relay, prevents completion of any individual zoning relay circuits for car B except that for first floor up relay BIUY.

Closure of contacts 2UP4 which, as described, occurs before the opening of contacts IUP4, maintains the initially described circuit for individual zoning relays ZUY, 3UY, AUY, 2DY, 3DY, 4DY and 5DY. The opening of contacts lUPS, as car A leaves the first fioor, causes operation of selecting relay BS for car B, as previously described, and contacts BSl accordingly close. Contacts BSI complete a circuit for first floor up individual zoning relay BIUY for car B,

which circuit also includes contacts BIUP I of the first floor car position relay for car B.

At the termination of this particular transfer operation, accordingly, selecting relays S and BS are both operated; common zoning relay ZUX is operated by car A; common zoning relay IUX is operated by car B; up second floor car position relay all is operated by car A and up first floor car position relay Bill? is operated by car B. As a consequence of the departure of car A from the first floor, therefore, first floor up calls are excluded from the zone of car A by the deenergization of relay III! and such calls are placed in the zone for car B by the energization of relay BIUY.

As car A continues upwardly and reaches a. point just above the second floor, up third floor car position relay 3UP is operated and thereafter up second floor car position relay 2UP is decnergized. This transfer operation results again in a momentary dcenergization of selecting relay S "id in the sequential energization and deone gization of common zoning relays 3UX and EUK, respectively. Contacts 3UX! and ZUPA deenergize second floor up individual zoning relay f'Ui-f' excluding up second floor calls from the zone of car A. The reclosure of contacts ZUXZ energizes up second floor individual zoning relay BZUY, including up second floor calls in the zone for car B. Closure of contacts 3UP4 maintains the initial circuit for individual zoning relays EUY, l-UY, lDY and DY.

At 1e nation of the transfer operation occasioned by the departure of car A upwardly from the second floor, selecting relays S and BS are both operated; common zoning relay SUX is operated by car A; common zoning relay IUX is operated car B; up third floor car position EU? is operated by car A and first floor up car position relay BlUP is operated by car B; individual zoning relays 3UY3, GUY, 2DY, 3DY, ADY and for car A are operated and individual car zoning relays BlUY, BZUY are operated. The zone for car A now includes both up and down calls for all floors of the building, except up calls at the first and second floors, and the zone for car B includes up calls for the first and second floors.

As c r passes the next transfer point traveling upw ly, just above the third floor, an operation in all respects similar to that described 'or the preceding transfer operation occurs at the termination of which fourth floor car position relay all? is energized instead of relay 3UP; up fourth floor common zoning relay 4UX is energized instead of relay SUX; individual zoning for car A is deenergized and corresponding relay BBUY for car B is energized. Accordingly the zone for car A now includes up and down calls for all floors, except up calls at the rst, second and third floors, and the zone for car B includes up calls at the first, second and third floors.

It is believed obvious that a corresponding action. occurs as A leaves the fourth floor travel g upwardly, resulting in excluding up fourth floor calls fromv the zone for car A and including such. calls in the zone for car B.

car A starts downwardly from the upper ninal. of fifth floor, fourth floor car position clay ll-3P is energized, and shortly thereafter fifth floor car down position relay EDP is deenergized. ifhis operation excludes fifth floor calls from the zone of car A and includes such calls in the for car B. As car A moves downwardly, it is believed obvious that down calls are successively excluded from the zone of car A and included in the zone for car B. When car A starts downwardly from the second floor, the last call in the zone for car A is excluded and, with both cars again at the terminal floor, all up and down calls are included in the zone for car B since under these circumstances selecting relay contacts Si for car A will open.

In the previously described example of a round trip of car A, the up calls for car A were successively included in the zone for car B and then the down calls were successively transferred. In the event of a reversal of car A intermediate the terminal floors, all of the up calls for floors above car A, well as the down. calls for floors above car A, are simultaneously excluded from the zone for car A and included in the zone for car B. For example if car A travels to the third floor and then starts downwardly, down car position relay L DP is energized by the engagement of brush h and segment 3b and up car position relay is deenergized when brush a is lifted out of engagement with segment So. When common zoning relay BUX is deenergized, closure of contacts iUXlZ extends the zone for car B to floors above the second floor. When relay 3DX is operated, the opening of contacts 3DX2 excludes down calls for the third floor and floors below it from the zone of car B. The opening of contacts BDXi and contacts IUXI, which are still open, limit the zone for car A to down calls for the third and second floors.

It is believed obvious that if car 13 starts upwardly from the first floor, while car A is standing at the first floor, calls will successively be excluded from, the zone for car B and included in the zone for car A in the manner described for movements of car A. It is also believed obvious that when both cars are at positions other than the terminal floor, the zone for either car includes all calls in advance of its position to the position of the next car. For example, as suming that car A is at the third floor conditioned to travel downwardly and that car B is at the fourth floor conditioned to travel upwardly, selecting relays S and BS are operated; third floor down common zoning relay SDX is operated by car A; up fourth floor common zoning relay GUX is operated by car B; down third floor position relay 3DP is operated by car A; and up fourth floor car position relay B lUP is operated by car B. Closed contacts SI, 3DP4, EDXI, IUXI, ZUXI and SUX! complete circuits for individual zoning relays IUY, ZUY, 3UY, 2DY and SDY, thereby including down calls for the third and second floors and up calls for the first, second and third floors in the zone for car A. Open contacts 3DXl and 4UXI prevent energization of zoning relays dUY, ADY and SDY for car A excluding up calls for the fourth floor and down calls for the fifth and fourth floors from the zone for car A.

Similarly, contacts BSl, BQUPE, 5DX2 and ADXZ complete circuits for individual zoning relays B4DY, BSDY and B4UY for car B, including corresponding calls in the zone for car B. Open contacts 3DX2 and 4UX2 exclude remaining calls from the zone of car B.

If at any time both cars arrive at the same floor, which may occur for example in the event that one car stops at such floor in response toa car call, and the other car stops at such floor in response to a hall call, the selecting relay for the first car to reach that floor is operated and the selecting relay for the second car is not operated, as previously described. Under these circumstances, the zone for the first car includes up and d wn calls for all floors of the building and the second car has no zone. As soon, however, as te cars again assume different pee ms in the hatchway, the selecting and zonin relays establish zones therefor in the manner previously described.

the cars passes another of the cars conditionei to travel in the same direction the ar transiers the floors previously in Response to hall buttons Referring r to Fig. 3 of the drawings, it sure of any hall butc., prepares the cirflocr relays for each cult the car or" the eaclbr-nch floor relay circuit including a zoning relay ndividual to the corre- Asstu ror example, that down at a time that third a the zone for car A, cond and contacts B iDYl are open as previousl described. Contacts SDYi complete a circuit for the coil of relay which upon operation closes a seli-holding circuit for itself roL contacts SD32 and prepares a resetting rcuit for itself through contacts 33-6. tioned sell-holding independent of conccts so that the t floor down call retered on car A even though, prior button floor down calls are tacts mains regis to the stopping of car A at the third lioor during downward tra el, third floor down calls may be excluded from the zone for car A and placed in the zone for car own third floor 1' ay 313R also closes contact members @DRE in 2 and contact members SDR -l, and in Fig. 5. Contacts SDRl prepare a circuit for stopping relay T, which upon the approach to the third floor of car A traveling down" ardly results in the stopping thereof at the t1 floor in the same manner as described for car calls.

Contacts and EDI-t5 are concerned with the quota Inchan m described later. Contacts SD33 complete a circuit for the third floor down lantern SD21 in Fig. 5 which informs the intendpassenger a the time of registration of e call of the bank will respond.

As an incident 0 the stopping of the car, contact members of auxiliary control relay M reciose and under the conditions assumed complete a circuit for the resetting coil 3133C or" the down third iloor relay 3BR. This circuit includes contact members SDPR. It is seen, therefore, that the resetting of the call is effected when the car to which it is appropriated stops at the corres oiding fioor. The resetting of the above-mentioned third floor down call causes reopening of contacts EDRE Fig. 5 but does not extinguish lantern BDL, since at this time contacts and M3 are closed, maintaining an independent circuit for this lantern.

As appears from 3 calls may be registered at any time at all lice-rs included in the zone for a particular car, and as appears from the previous descrip ion or the circuits, these calls are responded to in the natural order of he floors arc-4,522

regardless of the order of registration of the calls. These calls also cause the lighting of the corresponding floor lanterns which may be extinguished at the time the corresponding car leaves the floor.

It frequently happens that the zone for a par ticular car may include both up and down calls for a particular floor. If both hall buttons for such a floor are operated, both floor lanterns for that floor are immediately lighted. For example, if both up and down calls for the third floor are in the zone for car A, operation of buttons 3UP and 3135- actuates both relays 3UR. and 3BR, con-- tact members 3UR6 and 3DRE of which immediately light lanterns 3UL and 3DL in Fig. 5.

If car As next approach to the third iicor is in the up direction, up third floor car position relay 3UP is operated as car A leaves the second floor. The opening of contact members 3UP6 in 5 interrupts the previously completed circuit for down third floor lantern SDL, thereby iniorming the intending passengers that car A is con ditioned to travel upwardly. As car A leaves the third floor traveling upwardly, third floor car position relay SUP resumes the deenergized position and contacts 3UP6 reclose, relighting the third floor down lantern. As previously mentioned, the third floor up lantern is extinguished at starting by the opening of contacts M3. If, on the other hand, car As first approach to the third floor is in the downward direction, contact members EDPl open as the car leaves the fourth floor traveling downwardly. This action extinguishes the third floor up lantern 3U3. As car A leaves the third floor traveling downwardly, lantern SUL is relighted by the reclosure of contacts SDP'Z.

As mentioned, it may happen that one car stops at a floor for which an unanswered hall call is appropriated to another car. In this event, the car first to stop at such floor cancels the hall call registered upon the other car. For example, assuming that a down second floor hall call has been registered and appropriated to car B, relay BZDR is operated, and contacts B2DR2 and B2DR3 thereof are closed, as shown in Fig. 3. The other contacts of this relay have no effect in connection with the operation now being described.

If car A stops at the second floor traveling downwardly, contacts 2DP2 and M2 associated therewith are closed at the time it arrives at such floor. These contacts complete a circuit in Fig. 3 from minus through contacts M2, contacts 2DP2, contacts B2DR3, reset coil B'ZDRC, and contacts BZDRZ to plus. Relay BEDR accordingly resumes the deenergized position and down second floor lantern BZDL is extinguished.

As previously mentioned, in the event one car passes another car traveling in the corresponding direction, floors previously in the zone of the overtaken car are transferred to the zone of the overtaking car through action of the common zoning relay. Any calls appropriated to a particular car, however, remain appropriated to that same car, and are not affected by the exchange of zones. Also, a rcoperation of the corresponding floor button after such an exchange of zones does not register a call on the overtaking car. As shown in Fig. 3, selective resistors iRU, ZRU, etc. are connected in series with each hall button, and also in series with a plurality of branch circuits, each of which includes a fioor relay individual to a car. Upon completion of any branch circuit, the voltage drop through the corresponding selective resistor is such that a relay in the second branch circuit does not receive suflicient current to operate it. With this arrangement, two cars cannot have appropriated to them at any iven time a hall call for the same floor and direction.

Quota mechanism Referring to Fig. 5, the circuit for quota relay Q associated with car A includes contacts on each of the floor relays individual to car A. As soon as the number of calls which represents the predetermined quota for car A, have been registered, the then closed contacts on the corresponding floor relays increase the excitation of the coil of relay Q to a value sufiicient to operate it. Upon operation, relay Q opens its contacts Q! in Fig. 4 and prevents completion of any zoning relay circuit for car A. As long, therefore, as relay Q remains operated, no further hall calls can be appropriated to car A. Previously appropriated calls are not affected, however, since, as previously mentioned, each floor relay upon operation closes a self-holding circuit independent of the zoning relays. Relay Q and its associated circuit are preferably designed so that after having been operated, relay Q remains in the operated position, even though all the calls appropriated to car A are answered, in which event all of the floor relay contacts 5DR4, 3DR4, etc, are again opened. Contacts W5 and X5 on the up and down direction relays respectively are provided to reset relay Q each time car A reverses.

With this arrangement, assuming that car A during upward travel has its quota of upward calls, relay Q operates, preventing appropriation of further calls to car A. When car A reaches the upper terminal or reverses at an intermediate floor, relay Q is reset. Assuming, however, that sufficient additional calls are received to refill the quota, relay Q again operates and prevents appropriation of further calls to car A until another reversal occurs.

The system may be alternatively arranged so that resetting of the quota relay Q occurs only once per complete round trip of the car, preferably at the lower terminal floor. In Fig. 5, this alternative operation is provided by means of a limit switch 38, preferably incorporated in floor selector 20, and arranged to operate in response to the approach of the car to the selected floor but not in response to the departure of the car from that floor. Throw-over switch 39 in one position connects relay Q for control by contacts W5 and X5 and in the other position for control by limit switch 38.

As thus far described, quota relay Q operates only in the event that the number of unanswered calls appropriated to a given car reaches the predetermined quota. The system may be alternatively arranged so that quota relay Q operates as soon as the number of calls appropriated to car A reaches the required quota, although the number of unanswered calls appropriated to car A may never reach the quota figure. It may be noted that this latter arrangement limits the number of stops that a car will make on a particular trip, while the first described arrangement limits only the number of unanswered calls which may be appropriated to a given car at a given time.

The just mentioned latter arrangement is provided in the illustrated embodment of the present invention by providing each of the floor relay contacts which are connected in the circuit of quota relay Q, with an auxiliary retaining electromagnet, the coils of which are shown in Fig. 5 immediately below contacts 5DR3, 5DR4, etc. The arrangement is preferably such that the auxiliary electromagnets are effective to maintain the associated contact members in closed position, but are not effective to initially move them to the closed positions. Throw-over switch 40 is provided to connect and disconnect these auxiliary retaining coils. The circuit therefor is also arranged for control by contacts X5 and W 5 or by limit switch 38, so that they are deenergized each time quota relay Q is reset.

In accordance with the present invention, the required quota may be varied automatically in response to varying traiiic conditions. As shown in Fig. 5, quota varying relay QR has a contact associated with each car of the bank, contact QRI being shown in the circuit of relay Q, and contact QR2 being shown in the circuit of relay HQ. The coil of relay QR is connected in a circuit including a resistor i8, parts of which are arranged to be commutated by contacts on the up and down floor relays associated with all of the cars in the bank. Assuming that a predetermined number of unanswered calls exist, represented by a closed condition of a predetermined number of these floor relay contacts, independently of the distribution of these calls between the several cars, relay QR operates contacts QRI and QRZ. These contacts control an additional section of resistance in the circuits of the associated quota relays, and consequently vary the number of calls which must be appropriated to a particular car to cause operation of the quota relay Q or BQ for that car. They may be arranged to either increase or decrease the quota, but are here considered as decreasing it, and so are shown as normally closed. As illustrated, this adjustment is accomplished in a single step. It may, of course, be similarly accomplished in a plurality of separate steps. The difference between the number of unanswered calls required to operate relay QR and that required to cause relay QR to resume the deenergized position depends, of course, upon the design characteristic of relay QR, and is determined by traflic conditions.

Some of the novel features in the foregoing specification will be found claimed in the copending application of William F. Eames, Serial No. 755,578, filed December 1, 1934, and assigned to the same assignee as this one.

The described embodiment of the present invention is merely illustrative, and numerous departures from the illustrated construction and arrangement may be made within the scope thereof.

I claim as my invention:

1. In a system for operating an elevator car past a plurality of floors, mechanism associated with said car comprising a control for each of said floors, means for controlling said car disposed to respond to said controls, and means to modify the response to said controls by said first mentioned means in accordance with the number of operated controls.

2. In a system for operating an elevator car past a plurality of floors, mechanism associated with said car comprising call registering means for each of said floors, means disposed to respond to said call registering means and means to modify the response by said second named means to said call registering means comprising an element responsive to the number of operated call registering means.

3. In a system for operating an elevator car 75 

